Fun at 40 MPG

Harmless if Swallowed: You're just going to have to get used to it: economical cars are no longer toxic. We've rounded up five nonhybrids that prove there's fun, quality, and comfort to be found at (or even above) 40 highway mpg.

Forty is the new 30. What used to be an outlandishly thrifty consumption figure signifying the market’s tiniest, most punishingly austere cars is now on window stickers everywhere. And what used to be the kiss of death—back when gas was two bucks a gallon and 40 highway mpg basically meant that you’d be having a bad time behind the wheel—is now marketing gold. Rising CAFE standards and volatile fuel prices have sparked many changes from the good old days, most of them for the better. Our biggest fear was that cars would get worse in direct proportion to their escalating mileage claims. The opposite is happening. With the help of the technology highlighted on these pages, the shackles binding performance to fuel economy are breaking. The five cars we’ve gathered here—nary a hybrid among them—demonstrate how effectively space, comfort, features, and, yes, even fun can square with fuel economy. Because if there’s one thing the carmakers doing business in this country have learned, it’s this: Americans don’t want small, weird, fuel-efficient cars; they want roomy, desirable, fuel-efficient cars.

Chevrolet Cruze Eco

The 1.4-liter turbo four in the Chevrolet Cruze Eco represents downsizing without the downside. The diminutive turbo engine replaces the standard 1.8-liter, taking the Cruze Eco 42 highway miles on a gallon of regular unleaded, a number beaten only by pricier hybrids this year. The 1.4-liter’s 138 horsepower matches the 1.8’s output but delivers the punch of 148 pound-feet of torque (23 more) at a much lower 2500 rpm; a run from 0 to 60 mph takes a respectable 8.4 seconds. Enthusiasts should note that hitting the magic 42 requires a six-speed manual with tall gearing (six-speed automatic versions can muster “only” 39 mpg on the highway test), and the stick is a delight, giving the Cruze a lively, eager character. On the highway, the added low-end torque of the turbo engine turns the fuel-conscious sixth gear without much of a struggle. Other enablers in the $20,120 Eco model include aerodynamic alterations and low-rolling-resistance tires on lightweight, forged 17-inch wheels. Stopping distance takes a hit with these tires, but stopping at gas stations ought to happen infrequently.

In the interest of saving fuel, Ford bundles low-rolling-resistance tires, wind-cheating wheel covers, and rear disc brakes in a $495 SFE package (which, unfortunately, Ford could not make available for this test). The SFE tweaks push the Focus over 40 mpg on the EPA highway cycle. Without them, the Focus returns a still-respectable 37 highway mpg. Aside from fuel savings, the SFE package doesn’t really change the dynamics or the sporty feel that helped secure the Focus a C/D10Best award. It is still graced with excellent steering, willing handling, and a solid and refined feel that belies its price. You still get a 160-hp, 2.0-liter four-cylinder that can take the car to 60 mph in 8.1 seconds. Our biggest gripe? The SFE package isn’t available with a manual. Ford’s six-speed dual-clutch automatic is a fussbudget around town, constantly choosing too high a gear (for fuel economy’s sake, but still). Note to Ford: Please build a manual Focus ready to go with the SFE package.

The Hyundai Elantra is proof that stunning design and elevated fuel economy aren’t mutually exclusive. Chiseled and tense unlike any other small car you’ve ever seen, the Elantra’s sheetmetal is fascinatingly sculptural. If you are seduced by its looks, be assured that more beauty lies beneath. Inside, there’s a roomy cabin whose materials and design remind us of the Elantra’s big brother, the Sonata. Other upmarket features include the only heated rear seats in the class. Every Elantra, manual or automatic, clears the 40-mpg marker in the EPA highway test; unlike the competition, there isn’t an extra-cost fuel-sipping package to run up the price. Every Elantra also comes with a 148-hp, 1.8-liter four-cylinder that provides an 8.9- second 0-to-60 time. This Hyundai could use a bit more power, and we wouldn’t complain if it were a bit more fluid in its movements and felt a bit more substantial and refined. But it is a stylish and spacious choice among the gas-powered mega-milers.

This year, Mazda slipped a new four-cylinder into the Mazda 3, already a staff favorite. Dubbed Skyactiv, the 2.0-liter bucks the current trend of chasing fuel economy by engine downsizing and turbocharging. To hit 40 mpg in the EPA highway test, Mazda relies on the more efficient Atkinson cycle, direct fuel injection, a 12.0:1 compression ratio, and a number of friction-reducing tricks including low-viscosity lubricating oil. It all adds up to 7 more highway mpg than you’ll get with the 3’s base 2.0-liter. Note that 40 mpg requires a Touring sedan with a six-speed auto, starting at $20,345. The payoff isn’t just fuel efficiency, though, as the engine can deliver some thrills. The Skyactiv Mazda 3 makes 155 horsepower and 148 pound-feet of torque—increases of 7 and 13, respectively, over the base 2.0-liter. With a six-speed manual, 0 to 60 sneaks in below eight seconds and claimed highway fuel economy falls to 39 mpg in the sedan, 38 in the hatch. The new engine has not affected the 3’s playful nature.

No nasty, flat, plastic wheel covers here. The turbo-diesel Golf TDI wears standard 17-inch aluminum wheels that are emblematic of how Volkswagen has approached the high-mileage game. This car doesn’t rely on special wind-cheating doodads or low-rolling-resistance tires to achieve its EPA rating of 30 mpg city and 42 mpg highway. It relies on 1968 cc of diesel efficiency: Though the four-cylinder makes only 140 horses, it kicks out 236 pound-feet of torque at a low 1750 rpm—good enough for 0 to 60 in a decent 8.0 seconds when equipped with the optional six-speed dual-clutch automatic (a six-speed manual is standard). The Jetta is also available with diesel power, but we prefer the Golf’s classier interi­or and more sprightly personality. We recently praised this 10Best winner for its “transient responses that are all but indistinguishable from those delivered by the GTI.” Starting at $25,005 (and nearing $30K with options), it’s not cheap but makes the fewest compromises to hit the magic 40 mpg.